JP2014173335A - Fender - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a fender that relaxes an impact in an early stage of compression.SOLUTION: A fender 10 includes: a cylindrical body 12 that is attached to a quay 30 by a flange 40 provided at one end; an impact reception plate 14 that is provided at the other end of the cylindrical body 12; one or more groove parts 16 that are provided on the impact reception plate 14 and that are depressed to an attachment surface side; and an auxiliary buffer material 18 that is provided on the bottom of the groove part 16 and that has a tip protruded from the groove part 16.

Description

  The present invention relates to a fender.

  In recent years, as hulls become larger, fenders with higher energy absorption capability are required, and fenders are becoming larger. However, since the fenders with greater energy absorption capacity are hard, the load generated at the initial stage of compression of the fenders will increase sharply, and the initial kinetic energy at the time of contact between the fenders at the early stage of berthing and the hull will increase. Such a decrease causes a rapid decrease in the speed of the hull, which may impair ride comfort for passengers and passengers such as passenger ships. Crude oil tankers, LNG ships, LPG ships, etc., which do not want to give impact to the contents for the same reason, require fenders with less impact (with a low reaction force) and a large amount of compressive deformation.

  As a fender that prevents damage to the hull and the quay when the ship comes in contact with the berth, for example, a configuration is disclosed in which two or more fenders having different reaction force characteristics at the time of compression deformation are overlapped in the compression direction ( Patent Document 1).

  However, in the case of the fender having the structure, it is conceivable that the fender on the surface in contact with the ship cannot withstand the input when receiving the initial input (compression impact) at the time of contact. At this time, the fenders on the surface in contact with the ship may be crushed by deformation.

Japanese Patent Laid-Open No. 8-177027

  The present invention has been made in consideration of the above facts, and an object thereof is to provide a fender for reducing impact at the initial stage of compression.

  The fender according to claim 1 includes a first shock absorbing material attached to a surface to be attached with a mounting surface provided at one end, a shock receiving plate provided at the other end of the shock absorbing material, and the shock absorbing material. One or more grooves provided on the plate and recessed on the mounting surface side, and a second cushioning material provided at the bottom of the groove and having a tip projecting from the groove.

  In the fender according to claim 1, since the second buffer material provided in the groove portion first absorbs the input before the receiving plate, only the first buffer material absorbs the input. Compared with the configuration, the magnitude of the compressive load at the initial stage of input can be adjusted.

  The fender according to claim 2 is characterized in that when the second cushioning material is compressed and deformed, the tip of the second cushioning material is flush with the surface of the impact plate.

  In the fender according to claim 2, since the input is started to the impact receiving plate itself at the same time that the compressed second shock absorbing material is bottomed, the second shock absorbing material is not yet changed until the first shock absorbing material starts to deform. The stroke at which the cushioning material is deformed can be increased. Moreover, there is no possibility that the second cushioning material will be crushed beyond the set stroke.

  The fender according to claim 3 is characterized in that a sliding plate having a dynamic friction coefficient and a static friction coefficient smaller than those of the second cushioning material is attached to the tip of the second cushioning material.

  In the fender according to claim 3, the sliding plate that is easy to slide comes into contact with the ship or the like, so that the shock-receiving plate is not dragged by the ship or the like, and the first cushioning material in a direction other than the compression direction Excessive deformation can be prevented.

  The fender according to claim 4 is characterized in that the sliding plate is ultra high molecular weight polyethylene.

  In the fender according to claim 4, by using ultra-high molecular weight polyethylene for the sliding plate, it is possible to obtain a sliding plate having excellent impact resistance, wear resistance, and chemical resistance at a wide range of temperatures. it can.

  The fender according to claim 5 is characterized in that the elastic modulus of the second buffer material is smaller than the elastic modulus of the first buffer material.

  In the fender according to claim 5, since the second cushioning material that absorbs the first input when contacting a ship or the like is softer than the first cushioning material, the amount of compressive deformation at the start of input is increased, The impact during contact can be reduced.

  Since this invention was set as said structure, it can be set as the fender which eases the impact of the compression initial stage.

It is a perspective view which shows an example of the structure of the fender which concerns on 1st embodiment of this invention. It is a perspective view which shows the other example of the structure of the fender which concerns on 1st embodiment of this invention. It is a graph which shows the 1st shock absorbing material of the fender according to the first embodiment of the present invention, the compression curve of each of the second shock absorbing materials, and a compression curve combining both. It is a graph which shows the 1st shock absorbing material of the fender according to 2nd embodiment of this invention, the compression curve of each 2nd shock absorbing material independently, and the compression curve which combined both.

  Hereinafter, a fender mounting structure using the fender according to the first embodiment of the present invention will be described with reference to the drawings.

<Main configuration>

  As shown in FIGS. 1 and 2, the fender 10 is carved on the rubber cylinder 12 serving as a cushioning material, the impact plate 14 provided at the tip of the cylinder 12, and the surface of the impact plate 14. The tip of the groove 16 is provided with a sub-buffer material 18 made of a rubber material protruding from the surface of the receiving plate 14.

  A flange 40 is provided at one end in the longitudinal direction of the cylindrical body 12, and is fixed to the surface of the quay 30 with bolts 42. A strength member such as a donut-shaped steel plate (not shown) is built in the flange 40 and is vulcanized and bonded to the flange 40 to maintain the mounting strength.

  A strength member such as a steel disk (not shown) is also incorporated in the other end of the cylindrical body 12 and is vulcanized and bonded to form a strength member that supports the impact plate 14. Specifically, a frame having a structure in which groove steel, angle steel, H steel or the like is crossed vertically and horizontally is attached to the strength member on the other end side, and an impact plate 14 made of a steel plate or the like is attached to the front surface of the frame. A front frame for fixing in advance by a method such as welding or bolting is configured.

  One or more grooves 16 are formed on the front surface of the receiving plate 14 fixed to the cylindrical body 12, that is, the surface receiving the input from the arrow F in the figure. Similar to the cylindrical body 12, a rubber sub-buffer material 18 is provided in the groove portion 16, and its tip protrudes from the impact plate 14.

  Further, a sliding plate 20 is provided at the tip of the auxiliary buffer material 18. The sliding plate 20 is made of a material having a smaller dynamic friction coefficient and a lower static friction coefficient than the rubber material constituting the auxiliary cushioning material 18 (sliding easily). It has the effect of escaping power.

  The groove portion 16 and the sub-buffer material 18 shown in FIG. 1 are provided in a substantially vertical direction, and the groove portion 16 and the sub-buffer material 18 shown in FIG. 2 are provided in a substantially horizontal direction. Yes, it can be appropriately selected according to conditions such as the shape and size of the ship in contact with the quay 30. Or you may use both together. That is, the number, hardness, size, and the like of the auxiliary cushioning material 18 can be appropriately selected in consideration of the limit surface pressure of the hull outer shell.

  Alternatively, a plurality of fenders 10 may be fixed side by side on the quay 30, and the impact plate 14 may be attached across the plurality of cylindrical bodies 12. The number of cylindrical bodies 12 attached to the quay 30 is appropriately set depending on the type and size of the ship to be berthed.

  With the above configuration, when the ship or the like comes into contact with a front plate (not shown), the fender 10 is deformed to absorb the impact. For this reason, damage to ships and quay walls is suppressed. At this time, since there is no possibility that the auxiliary cushioning material 18 is completely crushed by the groove portion 16 provided in the impact receiving plate 18 as will be described later, the auxiliary cushioning material 18 is compressed to a predetermined compression ratio or more, and is deformed / ruptured. There is no risk of such a thing.

<Compression curve 1 of cylindrical body and auxiliary cushioning material>

  FIG. 3 shows an example of a compression curve (a graph representing compression load / deformation amount) of rubber forming the cylindrical body 12 and rubber forming the auxiliary cushioning material 18 according to the first embodiment of the present invention.

  In the example shown in FIG. 3, the fender 10 is used when the elasticity of the material of the cylindrical body 12 shown in FIG. 3 (A) is substantially equal to the elasticity of the material of the auxiliary cushioning material 18 shown in FIG. 3 (B). The compression curve is shown.

  That is, when the elasticity of the rubber that is the material of the cylindrical body 12 (FIG. 3A) and the elasticity of the rubber material that is the material of the auxiliary cushioning material 18 (FIG. 3B) are substantially equivalent, FIG. As shown in FIG. 5, the amount of deformation that increases as the compressive load increases (angle θ increases). As a result, the initial increase (initial inclination) of the compressive load with respect to the amount of deformation as shown by arrow G can be kept small.

  As a result, the amount of deformation due to compression can be increased in the entire fender 10 as indicated by the arrow S, so that the compression load per amount of compression deformation can be kept low (softened) as a whole.

  In the present embodiment, the depth of the groove portion 16 is set so that the tip (the surface of the sliding plate 20 provided at the tip) has the same height as the surface of the impact plate 14 when the sub-buffer material 18 has been compressed and deformed. The configuration with the groove portions 16 having such depths is most desirable.

  That is, when the compression deformation due to the input of the auxiliary cushioning material 18 is finished (with bottom), the shock-receiving plate 14 starts to receive an input, and if the compression deformation of the cylindrical body 12 is started as it is, the entire fender 10 The compression deformation becomes a linear characteristic, and it is possible to prevent a situation such as sudden hardening during compression.

  Of course, since the auxiliary cushioning material 18 is provided at the bottom of the groove portion 16, there is no possibility of being completely crushed when the ship is in contact with the ship. That is, depending on the depth of the groove 16, the sub-buffer material 18 is not further compressed after bottoming, and the process proceeds to compression of the cylindrical body 12 as it is. Thereby, since the stroke of the sub-buffer material 18 can be adjusted according to the depth of the groove part 16, the sub-buffer material 18 is not crushed and the hardness of the sub-buffer material 18 can be set freely.

<Compression curve 2 of cylindrical body and auxiliary cushioning material>

  FIG. 4 shows an example of a compression curve (a graph representing compression load / deformation amount) of rubber forming the cylindrical body 12 and rubber forming the auxiliary cushioning material 18 according to the second embodiment of the present invention. In the present embodiment, the members other than the elasticity (compression curve) of the sub-buffer material 18 are the same as those in the first embodiment, and description of common members is omitted.

  In the example shown in FIG. 4, when the elasticity of the material of the auxiliary cushioning material 18 shown in FIG. 4B is larger than the elasticity of the material of the cylindrical body 12 shown in FIG. A compression curve of the material 10 is shown.

  That is, when the elasticity of the rubber that is the material of the cylindrical body 12 (FIG. 4A) is smaller than the elasticity of the rubber that is the material of the auxiliary cushioning material 18 (FIG. 4B), the arrow F in FIGS. When the input is small, the softer cushioning material 18 absorbs the impact exclusively, and as shown in FIG. 4 (C), it shows characteristics close to the compression curve of the cushioning material 18 (FIG. 4 (B)). However, since the cylindrical body 12 is also somewhat compressed and deformed at this time, the amount of deformation becomes large.

  When the input increases and the secondary cushioning material 18 finishes compressive deformation (with bottom), the cylindrical body 12 then starts compressive deformation and deforms while showing the compression curve shown in FIG.

  For example, when the speed of the ship is often small when the ship is berthing, the initial transition of the compressive load remains small (soft) until the sub-buffer material 18 finishes compressive deformation. can do.

  Further, by changing the recess depth of the groove portion 16, it is possible to limit the deformation amount range at the time of initial shock absorption as indicated by a broken line in FIG. That is, by changing the depth of the groove portion 16 to change the protruding height of the auxiliary buffer material 18, it is possible to change the range in which the auxiliary buffer material 18 softer than the cylindrical body 12 absorbs the impact input.

  Specifically, by making the groove portion 16 shallow, the stroke until the secondary shock absorbing material 18 finishes compressive deformation (with bottom) is lengthened, and the time for the secondary shock absorbing material 18 to absorb the input at the initial stage of welding is lengthened. be able to. Accordingly, since the auxiliary buffer material 18 softer than the cylindrical body 12 absorbs the input at the initial stage of input, the initial impact can be reduced.

  On the other hand, the groove 16 is deepened, and the stroke until the auxiliary cushioning material 18 alone completes compressive deformation (the ship contacts the impact plate 14) is shortened, and the auxiliary cushioning material 18 is input at the initial stage of contact. The time for absorbing can be shortened. As a result, as shown by a broken line in FIG. 4C, the time during which the auxiliary cushioning material 18 softer than the cylindrical body 12 absorbs input is shortened at the initial stage of input so that the cylindrical body 12 absorbs input more quickly. You can also. As a result, it is possible to converge the movement of a ship or the like that has been in contact with the ship quickly.

<Sliding plate>

  A sliding plate 20 made of a slippery material having a smaller dynamic / static friction coefficient than that of a rubber material may be provided at the tip (input side) of the auxiliary cushioning material 18. The sliding plate 20 is preferably made of a material such as ultra high molecular weight polyethylene (UHMW-PE).

  That is, ultrahigh molecular weight polyethylene has a very high impact resistance exceeding that of polycarbonate (PC), and this property does not deteriorate even in a wide temperature range from a low temperature to a high temperature. In addition, it has excellent wear resistance and self-lubricating properties. In terms of friction resistance, it is better than fluororesin and polyacetal (POM), has excellent chemical resistance, and is not easily affected by sunlight / seawater. Moreover, since specific gravity is as light as 0.92-0.94, even if it falls off, in addition to floating in water, its water absorption is low, and it is excellent in dimensional stability.

  Since the sliding plate 20 is made of a slippery material, there is no possibility that the impact plate 14 will be dragged by the movement when the ship or the like moves in the up / down / left / right direction after moving. Therefore, it is possible to prevent the cylindrical body 12 from being inclined and deformed in the up / down / left / right directions.

In addition, when a material such as rubber comes into contact with the ship during welding, dirt on the fender 10 side may adhere to the ship, but hard plastic such as ultra high molecular weight polyethylene is used as the sliding plate 20. Therefore, it can be set as the structure which is hard to get dirt on the ship side.

<Summary>

  The embodiments of the present invention have been described above with reference to the embodiments. However, these embodiments are merely examples, and various modifications can be made without departing from the scope of the invention. For example, the cylindrical body 12 is used as the buffer material, but the present invention is not limited to this, and other shapes may be used instead of the cylindrical body 12, and various shapes can be used.

  Alternatively, the shape of the auxiliary cushioning material 18 is not limited to a simple straight / columnar shape, and various shapes such as a square, a square, and a circle can be used.

10 fenders, 12 cylinders, 14 impact plates, 16 grooves, 18 auxiliary cushioning materials, 20 sliding plates, 30 quay walls, 40 flanges

Claims (5)

A first cushioning material attached to the attached surface with an attachment surface provided at one end;
An impact plate provided at the other end of the cushioning material;
One or more grooves provided on the impact plate and recessed on the mounting surface side;
A second cushioning material provided at the bottom of the groove, the tip protruding from the groove;
Fenders with   The fender according to claim 1, wherein when the second cushioning material is compressed and deformed, the tip of the second cushioning material has the same protruding height as the surface of the receiving plate.   The fender according to claim 1 or 2, wherein a sliding plate having a smaller dynamic friction coefficient and a lower static friction coefficient than the second buffer material is attached to the tip of the second buffer material.   The fender according to claim 3, wherein the sliding plate is ultra high molecular weight polyethylene.   The fender according to any one of claims 1 to 4, wherein the elastic modulus of the second buffer material is smaller than the elastic modulus of the first buffer material.

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